JPS5811331B2 - Jidousiyaniokeru Hojiyokiki no Kudousouchi - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a drive device for auxiliary equipment such as a rotary pump for a power steering system in a motor vehicle, and its purpose is to prevent unnecessary energy consumption by the auxiliary equipment.

Generally, automobile auxiliary equipment, such as a rotary pump for a power steering system, a compressor for a cooler, a water pump, an alternator, etc., are connected to and driven by the output shaft of the engine, and the rotational speed of these auxiliary equipment is proportional to the engine rotational speed. and change.

In order to have the auxiliary equipment output the necessary output not only in the high-speed rotation range of the engine but also in the low-speed rotation range, it is desirable to increase the ratio of the rotational speed of the auxiliary equipment to the engine as much as possible.

However, when the ratio of rotation speeds is increased, the rotation speed of auxiliary equipment increases in the high speed range of the engine, resulting in more output than necessary, wasting energy, and causing noise and vibration.

The present invention was proposed in view of these problems.
The displacement of the accelerator pedal, which directly controls the engine rotation speed, is detected, and based on this displacement, the ratio of the rotation speed of the auxiliary equipment to the engine is reduced in the engine's high-speed rotation range, thereby preventing the rotation speed of the auxiliary equipment from becoming high. The gist is a device that controls the

Hereinafter, the present invention will be explained based on the drawings.

The drawing shows a drive device for a rotary pump for a power steering system of an automobile as an embodiment of the present invention.

In FIG. 1, reference numeral 1 denotes an output shaft of an enclosed engine. A variable pulley support shaft 2 is fixed to the output shaft 1, and a variable pulley 3 is mounted on the support shaft 2.

In this embodiment, the variable pulley 3 has a V for engaging the belt.
It is composed of a pair of movable pulleys 3a and 3b forming a groove, and each of the movable pulleys 3a and 3b is supported on a support shaft 2 so as to be slidable in the axial direction while being prevented from rotating.

The effective diameter of the variable pulley 3 is the same as that of the pair of movable pulleys 3a, 3.
It is determined by the distance b; if they are close to each other, the effective diameter increases, and if they are apart, the effective diameter decreases.

A flange formed at the base of the support shaft 2 and one movable pulley 3a
A compression spring is installed between the flange fixed to the tip of the support shaft 2 and the other movable pulley 3b so as to bias the two rotary pulleys 3a and 3b toward each other and increase the effective diameter. That is, elastic restoring members 4a and 4b are interposed.

In FIG. 2, 10 is a rotary pump that supplies pressure fluid to the actuator of the power steering device of the enclosure, 11 is a drive shaft that rotates the rotor 12, and 13 is a fluid tank 14.
15 is a discharge port of the rotary pump 10 .

As is well known, pressure fluid proportional to the rotational speed of the drive shaft 11 is discharged from this discharge port.

A variable pulley 16 is mounted on the drive shaft 11, and a V-belt 17 is wound between the variable pulley 16 and the variable pulley 3 on the engine output shaft 1.

This variable pulley 16 is also constituted by a pair of movable pulleys 16a and 16b, and both rotary pulleys 16a16b are supported on the drive shaft 11 so as to be slidable in the axial direction, respectively, with the rotary pulleys 16a and 16b being prevented from rotating.

A compression spring, ie, an elastic restoring member 18, is interposed between the two rotary pulleys 16a, 16b so as to bias both in the direction of decreasing the effective diameter.

Reference numeral 20 denotes a fluid pressure cylinder that acts in a direction to increase the effective diameter of the variable pulley 16, and in this embodiment, it is attached to a fluid pressure cylinder chamber 21 formed in one movable pulley 16b and to the other movable pulley 16a. A piston 22 is fitted, and when pressure fluid is supplied to the cylinder chamber 21, both rotating pulleys 16a, 16b are drawn toward each other, increasing their effective diameter.

Reference numeral 25 denotes a pressure fluid delivery port communicating with the actuator of the power steering device, and the excess flow rate of the pressure fluid discharged from the delivery ports 15 of 30 is discharged, and the maximum flow rate of the pressure fluid to be delivered to the delivery port 25 is set to the drive shaft 11. This is a flow control valve that controls the flow rate to a constant value regardless of fluctuations in the rotation speed.

The flow rate control valve 30 in this embodiment is, for example, disclosed in Patent No. 57
It is the same as that described in the patent specification of No. 7450 (Japanese Patent Publication No. 45-1381), and has a spool 31 and an orifice 32.
, a spring 33, etc., and when the flow rate of the pressure fluid sent from the discharge port 15 increases beyond a set value, the spool 31 is pushed, the discharge hole 34 is opened, and the excess flow is discharged to the discharge hole 34. As a result, the maximum value of the flow rate sent to the outlet 25 is always maintained at the above set value.

In FIG. 3, 40 is a pressure control valve composed of a plug 41, a spool 42, springs 43, 44, etc., and the position of the plug 41 as shown in the figure is independent of the pressure of the pressure fluid supplied to the pressure fluid supply port 45. Pressure fluid having a pressure proportional to the displacement to the right is output to the output port 46.

This output port 46 is connected to the drive shaft 11 of the rotary pump 10.
The fluid chamber 21 of the fluid pressure cylinder 20 is communicated with the fluid chamber 21 of the fluid pressure cylinder 20 through a flow path 47 formed in the fluid pressure cylinder 20 .

48 is a discharge port. The supply port 45 communicates with the discharge port 15 of the rotary pump 10, and
A discharge flow of 0 is supplied to the supply port.

Reference numeral 49 denotes a lever for pushing the plug which is pivotally supported by a pin on the fixed part, and its tip engages with the end surface of the plug 41.

50 is an accelerator pedal, and a throttle valve 52 controls the amount of fuel supplied to the engine via a link 51.
It is connected to and operates the opening degree of the throttle valve 52, and is engaged via a link 53 with the base end of the lever 49 for pushing the plug.

Therefore, when the accelerator pedal 50 is rotated to the left in the figure, the opening degree of the throttle valve 52 is increased to increase the engine speed, and the plug 41 of the pressure control valve 40 is pushed upward in the figure.

Even when the plug 41 is pushed upward, the pressure output to the output port 46 is atmospheric pressure until it reaches the position shown in the figure, but when it is pushed downward from that position, the pressure is proportional to the displacement. is output.

When the pressure at the output port 45 of the pressure control valve 40 increases, the fluid pressure cylinder 20 is actuated, and the elastic restoring member 18, 4ay is activated.
4b, the effective diameter of the variable pulley 16 is increased, and the effective diameter of the variable pulley 3 is decreased, thereby reducing the ratio of the rotation speed of the drive shaft 11 of the rotary pump 10 to the output shaft 1 of the engine.

Therefore, if the accelerator pedal 50 is not depressed, or if it is depressed to such an extent that the plug 41 of the pressure control valve 400 is not pushed to the illustrated position, the pressure at the output port 46 of the pressure control valve 40 will be large. Since it is atmospheric pressure and the fluid pressure cylinder 20 does not operate, the effective diameters of the variable pulleys 3 and 16 do not change at all, and the rotation speed of the output shaft 11 of the rotary pump 10 increases in proportion to the rotation speed of the output shaft 10 of the engine. However, the discharge flow rate also increases proportionally.

In this case, the rotation speed of the drive shaft 11 of the rotary pump 10 when the accelerator pedal is depressed until the plug 41 reaches the illustrated position is adjusted so that the required amount of pressure fluid is sufficiently discharged. There is.

When the accelerator pedal 50 is depressed to a position that pushes the plug 41 beyond the illustrated position,
As described above, the effective diameters of the variable pulleys 3 and 16 change, and the rotation speed of the drive shaft 11 of the rotary pump 10 changes as the accelerator pedal 50 is depressed.
remains almost constant regardless of the rotational speed.

The discharge flow rate of the rotary pump 10 obtained by the rotational speed of the drive shaft 11 in this case sufficiently satisfies the required flow rate.

FIG. 4 shows the amount of depression α of the accelerator pedal 50 during driving.
, the rotation speed Ne of the engine output shaft 1, the rotation speed Np of the drive shaft 11 of the rotary pump 10, the discharge flow rate Qa, and the delivery flow rate Qb are shown.

In this figure, α1 is the spool 41 of the pressure control valve 40.
is the amount of depression of the accelerator pedal 50 when it reaches the illustrated position.

As is clear from the above description, the present invention detects the displacement of the accelerator pedal that directly controls the engine rotation speed, and based on this displacement, reduces the ratio of the rotation speed of the auxiliary equipment to the engine in the high-speed rotation region. By increasing the engine speed, the rotational speed of auxiliary equipment is controlled so that it does not become too high, so it is possible to prevent energy wastage due to auxiliary equipment in the high-speed range of the engine, and also to prevent the generation of noise and vibration. can.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a cross-sectional view of the variable pulley on the output shaft side, FIG. 2 is a vertical cross-sectional view of the rotary pump, and FIG. 3 is a cross-sectional view taken along FIG. 4 is a diagram showing a schematic control mechanism of the pressure control valve, and is a diagram showing the rotational speed of the engine output shaft, the rotational speed of the drive shaft of the rotary pump, the discharge flow rate, and the delivery flow rate with respect to the amount of depression of the accelerator pedal. 1... Engine output shaft, 3... Variable pulley, 4a
. 4b...Elastic restoring member, 10...Rotary pump (
Auxiliary equipment), 11... Drive shaft, 15... Discharge port, 1
6...Variable pulley, 17...V belt, 18...
Elastic restoring member, 20...Fluid pressure cylinder, 25...
Outlet port, 40...Flow rate control valve, 41...Plug, 4
9... Lever, 50... Accelerator pedal, 53...
・Throttle valve.

Claims (1)

[Claims] 1 The output shaft of the engine is equipped with a variable pulley that is biased by an elastic restoring member in the direction of increasing the effective diameter, and the drive shaft of the auxiliary equipment is connected to the variable pulley of the output shaft by a belt, and the hydraulic A variable pulley that is biased in the direction of increasing the effective diameter by a cylinder is installed, and a pressure control valve that detects the displacement of the accelerator pedal and converts this displacement into fluid pressure is provided, and the output port of this pressure control valve is connected to the A drive device for auxiliary equipment in an automobile, characterized in that the drive device communicates with a supply port of a fluid pressure cylinder.